its finished...but...i am out of money....

ok .... so after numerous obstacles...the engine is together...the problem? i am out of money!!!! but i have an engine block, cam, pistons, rings...all the "stuff" assembled...painted...ready to re-install back into the car...but i am out of money...Christmas, lawyer payments, a septic tank that went bad last month...etc, etc....the point? i am out of money!!

ideas??

http://www.cheftools.com/Bialetti-Musa-Stainless-Stovetop-Espresso-Maker-10-Cup/productinfo/07-0571+++10/


http://www.cheftools.com/Le-Creuset-Crepe-Pan-10-34-inch-Cobalt-Blue/productinfo/07-1575-30/

this is where some assembly required....begins...

is this a pile of shit...or...a christmas dream? well, that depends on your perspective...(read that as gender!)...the engine problems i have encountered have been...well actually mild...but aggravating...in a joyful sort of dysfunctional way...the pictures below illustrate the magnitude of obstacle the machine work has created...i have what seems like a ton of stuff to assemble but i can't because of something that relates to the engine rebuild...

the photo above is of a variety of parts...rear windshield rubber seal, rubber trunk seal, sunroof seal, 5 speed accelerator cable, and the plastic (chrome) piece that inserts and surrounds the front windshield...i have the rear and front windshield rubber seals pulled and ready for removal so that paint can be evenly applied...but i have NO room to store the glass safely in my small garage...

The photo above is Thermo-Tec Acoustical & Heat Control Mats are designed for keeping excess heat and noise from your vehicles interior... in addition to the polyethylene film, these mats have a foil surface that provides direct protection from radiant heat...these mats are great for use on firewalls, floorboards, and doors...the suppressor mats feature a high temperature adhesive backing and are easy to trim for an excellent fit...and the picture below is what i hope my engine compartment looks like after installation...installation pending*

these are the venerable dual 40/40 DCOE Weber sidedraft carburetors, converting my 320i to a more european 320 featuring carburetor aspiration, and increased compression with domed piston heads. The DCOE weber carburetor is a simultaneous opening twin-butterfly sidedraft design, and in my opinion the most reasonable, and sensible fit for an M10 engine, but in particular an M10 with a 292 duration cam. as the model name implies, the main throttle bores are 40mm. contrary to popular belief, this is not an unreasonable setup for the street...

The Steering wheel above and below is an absolutely gorgeous example of Gustav Petri Steering Wheel that was offered from the factory as an option on the BMW 3.0CSL/3.0csi, 2002tii & Turbo, and the 320iS, it was available in 350mm, 380mm and 400mm diameters. This steering wheel is very hard to find in any condition, what makes this one rare, is that it is the rarest 350mm diameter, but on top of that this steering wheel is in mint condition, it is hard to believe it has seen any use at all as it could literally pass for new, the leather is perfect, no a scratch that I can find! All the seams are perfect, the smaller rare center BMW logo is really nice.

this radiator is perhaps one of my favorite things assembled so far...this is a custom made polished aluminum radiator made by ireland for the BMW 2002...these have correct front mounting flange and correct hose locations...they are also wider than the standard radiators similar to the turbo radiator so you must drill a couple holes for the mounting bolts...and cut the actual radiator opening for some extra width....OUTSTANDING product...and i hope this will protect "Otto" from any potential cooling problems...and it looks really cool.

the picture above is evidence of the enormous amount of time, tape, wire conduit, and wire ties i have used on the existing wiring harness...

the pictures below illustrate a combination of front air dams/spoilers i have and am considering for the front end...my concern is that often...less is more so i'm not sure if both will be installed...we'll see...

e30 rear seats installed into an e21...

http://www.bmwe21.net/forum/viewtopic.php?t=9501

a fish hook in my finger . . .

i am not a virgin when it comes to restorations...and i suspect that if you are reading this blog about restoring an older bmw . . . you aren't a virgin either! . . . i have been down this path before...HOWEVER, i am at a point that is like having a fish hook stuck in my finger...

it will hurt to take it out...or solve the existing problems...

it will hurt to leave it in my finger...or abandon my project...

i spent money with a reputably considered vendor...the quality control of the rings manufacture is suspect...ireland engineering sold me deves piston rings...and (here)...as a part of the piston configuration there are two compression rings top and bottom with an oil sealant ring in the center...the manufacture shipped rings that are .0070 end gap instead of the more typical .0030 end gap . . . creating a potential oil consumption issue on a new rebuilt (read that as costly!). . . discussions of what is correct OEM specifications have occurred...what was delivered actually delivered...what was in the packaging...blah, blah, blah...add to all this the time and cost of this needless delay is..well like a fish hook stuck in my finger...

this engine has been a serious pain in my ass...

end gap spacing

excessive end gap spacing of the oil sealer ring the fits in between the 2 compression rings on the piston . . . this is am manufacture error . . . that is not within the manufacture's minimum tolerance . . . notice that the end gaps are also cut on an angle instead of a simple straight cut within the manufacture's minimum tolerance . . .

the last photo in this post is after the main crank shaft installed...the photo is without the connecting rods and pistons being installed...this is at the point of fitment, measurement, and alignment . . .

vinyl

i really like the graphic work done on this mazda miata...mx5 that i saw in the beaver valley mall parking lot yesterday...i would like to get some of these vinyls to put on the 320i

front valance saga persists...

i am sensing a hartge theme progressing...with ireland parts to mimic much of the performance issues born in the hartge organization...

245 & an NOS front valance...

the front valance has been one of the biggest decisions facing me with this restoration...color communicates a lot about the character of the car...i had to find that...the combined color scheme across the front is the logical application for this car...however, do i include the foho extension? . . . often less is more...i'm thinking...less is more is best??





i am near "some assembly required" phase...my absolute favorite part of any restoration attempt...

the engine assembly is happening, transmission is refreshed with new gasket kit, seals, bearings, bushings, syncs...outside case was washed in a caustic tank for 10 hours...rear differential is cleaned, lubed, resealed, synthetic fluid...









and as you can see i have front valance issues to decided about...i have the stock front valance in other places on this blog, but today it appears as though these are my best attempt at something aero-dynamic...in the back of my head i am thinking oil cooler...new aluminum radiator...channeled air...


Synchron ring for all 5-speeds . . . 245 gearboxes you need 5 for each gearbox

style?

The front valance above is exactly what i have in mind with regard to paint....





is this the look?? hummm



ok so choices are a part of life and of this hobby...i need to decide...i am think about front spoilers...bought a "lot" of items and front end spoilers were apart....what do you think? i like a color swipe like in the affixed...in the grill? wjat do you think?

some assembly required . . .

ok this post is focused on the things immediately ahead...

i have some "assembly required" after 2 of the the next large, process rich projects come to an end...engine assembly is occuring, transmission gears all look good, seals, gaskets, synthetic fluids, case submerged into a caustic tank for 10 hours . . . cleaned chemically...bearing replacements...gasket kit for transmission, seals, shortened driveshaft, LSD rear, 5 speed, 292 schrick stainless steel-billet-over sized, virgin head never decked, rebuild new water pump, new hose, cleaned windshield washer tank and pump, hoses, new aluminum 2002 over size radiator, oil cooler, battery moved to rear, hertge front strut support, top performance rear strut and battery support- e30 iS sport seats-m24 brake cover

an issue . . .

alright...here's the issue...i have a 1977 320i that is being converted from the traditional 4 speed to a 5 speed . . . however, if you look closely at the flanges...the one on the replacement 5 speed transmission is a 3 flange output which connects to the drive shaft (propeller) the original 4 speed transmission has a 4 flange output...i have the wrong drive shaft!!

NOTE: the close ratio 5 speed is a desirable conversion for many 2002 racers...The close ratio "dog-leg+ as it is called is a transmission that looks just like a 245, with an extended 5th gear housing mated onto the rear end of a 242 4-spd...many years ago my father had an R-Model Mack truck that was a 10 speed...this truck was designed primarily as a cross country hauler...thus the 10 speed with a higher gear ratio...because my father's application called for lower ratio gears, hauling heavy equipment on secondary road, he purchased a similar bolt on 5 gears...the close ratio getrag looks similar...with this same idea...

after a coat of paint . . .

as my friend phil quotes my father...as a jim'ism...here's a jim'ism for the day...a coat of paint covers a multitude of sin...

i travel about an hour to my girlfriend's house and typically i bring a little something with me when i go there so that i can get something done on the car while i am away from home where the car is at in the garage...tonight i brought the header with me...it had some light surface rust on it because it had been setting for some time...i used a scratch/scuff pad and got all the surface rust off then applied lacquer thinner to clean off the dust and grime after scuffing it...hung it up with a clothes hanger and it really did turn out nice...for a spray can!!!

headers before paint . . .

earlier this summer i picked up some parts that had been sitting in a garage for some time from another hobbyist who had a change in plans and project priorities this header was part of that "lot" sale. . . dual weber 40/40 DCOE carburetors were also included in the deal as well this linkage kit . . . i am not sure that i will use the linkage kit long term but probably just for the initial install we'll see but the linkage seems a little on the lighter side when compared to this linkage from ireland engineering (stay tuned for more on that a little later) . . .

btw . . . i have had significant success with the people over at ireland engineering with the parts list for the engine rebuild . . . i am very satisfied with the quality of the parts received . . . the knowledge of the technical sales guy . . . the cost was also significant too . . . but i do think that you get what you pay for . . . and in this circumstance it is particularly true . . .

anyway, this is the "before" picture of the headers . . . i wanted to have a high heat ceramic coating but i couldn't find anything beyond a powder coating available . . . i ended up going to the local auto parts store bought 2 high heat spray cans. . . prep for paint is on the agenda for tonight . . .

throaty, and angry . . .

e21 . . . the legion continues

the driving machine . . .

fresh paint...back to the machine shop after line boring, and honing...

i have been down with the flu for a little over a week...the machine shop had finished boring the piston cylinders, and the mains for the crankshaft...the problem was that it was just sitting there waiting for me to paint it before the finish work at the machine shop could be completed and re-assembly could begin...and i had the flu!!!

after numerous attempts at fitting a new head on this block the final head was untouched, never machined or decked outside of the factory...it was a stock head that had never been off the engine...when i opened the box that it was shipped in the fresh grease marks indicating the fresh removal was apparent...the guy at maximillian importing delivered what they promised...the block had not been "worked" either...and that is both the good news and the bad news...the piston cylinders were stock bore...and the piston selection was a significant decision because my initial thoughts were to install new factory cast/flat top pistons...however, after some research i discovered that the cost for a lower compression, under performing piston (read that as non-european configuration) was greater than a higher compression, more efficient piston...that made the decision easier yet instead of a .25+ bore over standard, the more efficient domed top pistons were .40+ over standard...that still could permit a second cut to .50+ which is more traditional for a second rebuild...but i had some reluctance nevertheless...bottom-line: i got over it!

ok, so it wasn't the typical head gasket...instead it was head failure